Electric train-control system for railroads.



. I H. J.-W1RTHEN. v ELECTRIC TRAIN CONTROL SYSTEM FOR RAILROADS.

APPLICATION FILED JUNBM, 1912.

Patented Mar. 17,.-1914,

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H. JJWARTHEN. ELECTRIC TRAIN CONTROL SYSTEM FOR RAILROADS.

APPLICATION FILED JUNE 24, 1 912.

Patented Mar. 17, 1914f 3 SHEETE-SHEBT 2..

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J. WARTHEN. ELECTRIC TRAIN CONTROL SYSTEM FOR BAILROADS.

APPLIOATIONIILEI) Jun 24, 1912.

Patented Mar. 17, 1914..

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m A v 7 351g 0( UNITED STATES PATENT OFFICE HARRY J. WART HEN, OF WASHINGTON, DISTRICT OF COLUMBIA.

ELECTRIC TRAIN-CO'NTROflSYSTEM FOR RAILROADS.

Specification of Letters Patent.

Patented Mar. 1'7, 1914.

Application filed June 24, 1912. Serial No. 705,618.

have invented an Electric Train-Control- System for Railroads, of which the following is a full and complete specification.

My invention is an improved system of electric appliances for use in connection 'wlth railroads provided with the usual block system, and in which the trains are equipped with the customary air-brake system, whereby the ai1-brakes may be applied automatically .independently of the engineers brakelever to limit the speed of the train or stop it in case of a dangerous condition, such for instance as the previous occupation of a block by another train.

The principal object of my present inven tion is to provide an electric train-control system for railroads which'will not interfere with the usual operation of a train under normal or safe conditions, but will be positive and effective in operation to either stop the train -or control its movement at reduced speed, automatically, in case a dangerous condition exists in any block the train may enter, or any part of the system become disarranged by a short circuit, breaking of parts, etc.

In the present instance my invention consists in providing an automatic train-control system comprising a track-circuit including a relay and rails of the track, and a supplcn'iental partial track-circuit including the armature of the relay, one of the track-rails. and a ramp-rail. in connection with cab-circuits, a solenoid included in one of the cab-circuits for operating, the airbrakc mechanism, a governor device for con trolling a circuit through the solenoid under certain conditions, and atrolley device for connecting the partial track circuit with one of said cab-circuits; all as hereinafter fully described and specifically set forth in the appended claims.

In the accompanying drawings, forming part of this specification :Figure 1 is a diagrammatic view illustrating my improved system. Fig. 2 is a similar View illustrating the track circuit.and supplemental partial track circuit. Fig. 8 is a detail sectional view illustrating the means for operating the air-brake mechanism through the intervention of the solenoid. Fig. 4 is a side elevation of the trolley] device. Fig. 5

is a detail sectional view of the trolley-arm. Fig. 6 is a detail front elevation of the governor deviceQ Like numerals of reference indicate like parts in all the figures of the drawings.

In carrying out my invention each block of the track is provided with a circuit in which the two rails 7 and 8 are conductors, said rails being connected at one end of the block to the opposite poles of a battery 9, and at the other end of said block to a relay 10, by wires 11 and 12, whereby when a train enters the block the current from the battery is shunted from the relay dcnergizing'the latter, as will be understood. The armature 13 of the relay is part of a supplemental partial track-circuit which is adapted to be connected up as a continuation of one of the cab-circuits,hereinafterdescribed. This partial track-circuit includes the track-rail 8, connected to the armature by wire 14, a wire 15 extending from the contact-point 16 of the armature, and a ramp-rail 17 in an adjoining block to which said wire 15 is connected, the connecting wvire 14 having a resistance coil 18, for the purpose hereinafter explained.

Of the air-brake mechanism carried by the train I have shown only so much as will illustrate the application of my improved system thereto; that is to say, the pipe 19, which extends from the main reservoir for the airpressure, the engineers valve 20, to which said pipe is connected, the feed pipe 21 leading from the cngineers valve, and the train line pipe 22, to which said feed pipe is connected.

In the present instaiice a cuto'it valve 23 intersects the i'eed'pipe 21 and is controlledby a second \alve 21. the operation of the latter being controlled by a solenoid 25, energized by a cab circuit; The valve 23 is provided with a block-piston 25 having a straight passage 26 therethrough which when the piston is raised connects the part 21 of the feed pipe, extending from the engineers valve, to the part 21 which extends to the train line pipe 22, the lower end of the valve casing being enlarged to receive the piston-head 27 of larger diameter than the block-piston to which itis connected. The block-piston is provided with a cavity 28 which connects the pipe 21" to an eri'haust-- port 29, whereby the air-pressure in the train line pipe is exhausted when the valve is lowered. The connected pistons 25 and y when said pistons are in end of the valve-casing,

27 are held in a normally raised position by air-pressure admitted into the lower end the valve-casing by means of a pipe 30 connected to the control-valve 24, and in order to force the pistons down when the air-pressure is exhausted below said piston 27 there is a passage 31 in one side of the valve-casing leading from the feed-pipe 21 into the upper end of the valve-chamber above the blockpiston; it being understood that the piston 27 is larger than the block-piston so that the pistonswill be maintained in a raised position when the pressure is equalized above and below the same.

The control-valve .itruction to the valve 23, ing nected to'a larger piston-head 33, the blockpiston having a straight passage which raised position connects a pipe 35 leadin from the air-supply pipe 19 to a pi e 3 6 w ich connects with the pipe 30, herein efore referred to, said blockpiston being also provided with a cavity 37 which connects the pipe 36 with an exhaust- 24 is similar in conjust described, be-

port 38, and in one side of the casing is a passage 39 for supplying air-pressure from the pipe 35 into the upper end of the valvechamber above the block-piston. Air-pressure is introduced into the lower enlarged below the pistonhead 33, by means of a pipe 40, leading from the main air-supply pipe 19, and said p pe 40 is provided with an extension 4-0 having a plunger-valve 41 operated by a lever 42 fulcrumed at 43 and connected to the core 25 of the solenoid 25.

It will be understood that the pipes 30, 35, and 40, are very much smaller than the airsupply pipe 19, and in the present instance the opening of the plunger-valve 41 is adapted to quickly exhaust the pipe 40 so as to exhaust the pressure below the piston-head 33 of the control-valve 24. It will also be understood that when the solenoid is energized the valve 41 is closed, as shown in Fig. 3, and under these conditions the air-brake system may be operated in the usual manner by means of the engineers brake-valve 20, for the air-pressure from the main reservoir entersthc bottom of valve 24, by way of the pipe 4-0, maintaining said valve open so that pressure may also pass from the air-supply pipe 19 through said valve to the bottom of valve 23 so as to connect the feedpipe 21 leading from the engineers brakevalve to the train line pipe 22. When the solenoid becomes deenergized the plungervalve 4]. will open and and 40, reducing the pressure below the piston-head 3-), so that the block-piston 32 is lowered by ai"-prossure through passage 39, thus cutting off the air-pressure supplied by pipe 35 and exhausting pressure in pipesbelow the larger piston 27 provided with a block-piston 32, conexhaust pipes 40* However,

forced down and cuts oil the feed-pipe 21 from the engineers brake-valve and exhausts the pressure in the train-line pipe through the pipe 21 and exhaust port 29, .causing an application of the air-brakes. It will be observed, therefore, that the piston-valve 23 is operated to exhaust the train-line pipe or reduce the pressure therein in practically the same manner as the engineers brakevalve, and that as long as the solenoid is energized to hold the plunger-valve 41 closed to connect the 21 from the engineers brakevalve directly to the train-line pipe. In the present instance the solenoid is energized by a circuit from the cab battery or other source of electric supply, and this circuit is maintained or broken by other cab circuits and the supplemental partial track circuit, as hereinafter described.

For the purpose ofcuttingout the pistonvalve 23, and consequently t e entire system of electrical and mechanical appliances,constituting my invention, which operate said iston-valve, I provide a bypass 44, connectmg the feed-pipe 21 with the train-linepipe '22, said by-pass having an ordinary tnrningvalve 45, and to prevent the train-line pine exhausting through the pipe 21 and "piston valve 23, when the latter is cut out, the ipe 21 is provided with an ordinary cut-o 46.

it will be understood that the valves 45 and 46 are not operated unless it becomes absolutely necessary, and therefore in practice I purpose providing the valve 45 with some means for indicating whether or not it-has been operated, and which wi1l"1o5 serve as a check on the engineer.

The cab-circuits are fed from any source of electric supply, for instance a dynamo 47, as indicated in Fig. 1, and in this instance the ground represents the metal frame of the locomotive which passes the current throu h the wheels to the traclerail 8 to connect t e supplemental partial track-circuit with one of the cab-circuits through the intervention of an electric plow or trolley device engaging the ramp-rail. 17 Tn addition to energizing the solenoid 25 the current from the dynamo also energizes a differential relay 48, having two armatures 49 and 50. Leading directly to one of the coils of the differ ential relay is a wire 51 from the positive pole of the dynamo, and from the other end of said coil a wire 52 leads to a switch-lever 53, electrically connected to the shoe of the electric plow or trolley device 54, so as to connect with the negative pole of the dyname by way of the ramp-rail 17 wire 15, rail 8 and frame of the locomotive... The other coil of the differential relay is connected at one end by wire 55 to the negative til) 64, so that when the switch 263 is closed pole of the dynamo, and on to the ground or frame-work of the locomotive, and the other end of said coil is connected by wire 56 to the armature 49 of the relay, and through the contact-point of said armature wire 57 to the wire extending from the other coil. The solenoid is connected at one side by wire 58 to the contact-point of armature 50. and from the latter by wire 5!) to the wire 51 extending directlytrom the positive pole of the dynamo, and the other side of said solenoid is connected by wire (50 to the wire extending to the negative pole of the dynamo; whereby when the armature 50 is raised said solenoid will be energized by a direct circuit from the dynamo. In the present instance the solenoid is also energized by an auxiliary circuit through an electric-switch operated by a governor device, hereinafter described, for which purpose a wire 61 extends from the main wire 51 to the switch-point (32, and the switchlever tJ-isis ,connected to the wire 58 by wire the circuit will be from the positive pole of the dynamo by wires 51 and 61 to the switchpoint 62, through the switch-lever G3 and. by wires 64- and 58 to the solenoid, and from the latter by Wire 60 to wire leading to the negative pole of the dynamo; this circuit operating to energize the solenoid under certain conditions, as will be hereinafter explaiued.

The switch lever 53 connects with a switclrpoint 65, and the latter is connected by wire 66 directly to the main feed-wire 51, whereby when said switch is closed the differential relay will be energized to attract the armatures by current passing through that coil which is fed by the wires and 56. as follows: from dynamo by Wires 51 and U6 to switch-point 65, through switchlez'er 5 wire 52, wire 57, armature 49, wire 5H. coil of relay, and wire to other side of dynamo. It will be seen, therefore, that the direct circuit from the dynamo is switched from one coil of the differential rclay to the other as the switch 53 is opened and closed, and in order to prevent the tuse 5t from blowing out when the plow engages the ramp-rail. and lwtore'the switch-lever leaves the switch-point (35. the resistance coil 18 is included in the circuit, which would then be traced from wire 51, wire (36, switch -5 S' 65. plow, rai'np-rail 17, wire 15, armature li'ioli the partial track-circuit, wire 14, said resistance coil 18, trarlorail 8. frame ot"locomotive, and wire 55 back to dynamo.

i (ll'lnl ly itlll ordinary Form of electricplow, comprising an attachbig-plate (37, to which .is .-c :l1r0d a l)l'tt(.'litt--])ltlt(3 (33, the latter having pivoted thereto at its lower end a shoe it) havinga tongue 69 for limiting 1 its upward movement, said shoe being held i normally raised by a spring 70, and is coni neeted to the switch-lever through the in, terveution of a tubular bar 71 and connect-; ing-rod 72. (39 is hollow, to provide a closed cavity 73, into which one end of the hollow bar or pipe 71 projects, the other end of said bar being connected by a rubber hose connection 74 to a pipe 75 leading to and connected with the pipes 30 and T36 of the operating mechanism for the air-brakes, hereinbet'ore described; whereby should the shoe become broken the air-pressure below the pistons in valve 23 would become exhausted through pipes 31, 75. hose-connection 7 1- and pipe 71, thus applying the brakes. To further insure the perfect operation of the electric-plow one side of the bracket-plate (58 is provided'with a lug (38. above and below which are contactpoints 76, 76, for a wire 76, connected to the wire so that should said plow become dis-arranged and form contact with either one of the contact-points 7 6 one of the fuses 51- or 55 wouldblow out by reason of the full current\' passing by Wire 51, wire 66, switch 5;3-G5, connecting-rod 72, plow 54, contact-point 76 wire 76, wire 60, and wire 55 back to the. dynamo. i

As a part of the system I also employ an ordinary form of governor device 77, which In the present instance the shoe is driven from an axle, as 78,.of the locomotive, by a. belt 79 passing over a pulley 80 on the axle 7 and over a. pulley 81 on the shaft of the governor, the rod of the governor being connected to theswitch-lever 63, hereinbefore referred to. The switch-lever (33 and switch-point (32 are so arranged with respect to the action of the governor that said switch-lever will not leave the switchpoint until the locomotive exceeds a certain speed, for instance eight miles an hour. In order to automatically apply the brakes in case the belt operating the governor should become broken I provide an idle-pulley 82, carried by an arm 83 pivoted at- Set, said idle-pulley pressing lightly against the belt. The arm 82 forms an electric switch-lever, and in connection with thecons tact-point 85 forms a' continuationof the wire (34 so as to be included in the'circuit to the governor hercinbetore described; whereby when the arm 83 drops away fro'm'the contact-point this circuit'will be broken. In the present instance, also, the supports for the ramp-rails are included in the track-circuit, so as to breaksaid circuit in cascany one. of the supporting-posts for said ramprail should become loose "from any cause; and for this purpose each supporting-post 87 is mounted on. bloc l;s'SS,'S8, firmly sc cured to the tie $)0.'and the wire from one side of the tracl: battery 9 istapped by conductors 8.), 80. which are connected to said blocks 88, 88, respectively, the current passingtlirough the base of the 8111i]Hitting-[MEL The blocks are below the front and rear said armatures,

ends of the supporting-post 87 as shown in supporting-post Fig. 4, so that in case said should become loose and tilt backward the circuit through 'teconductors or wires 89, 89, blocks 88, 88,-,and base of supportingpost would become broken, breaking the track-circuit.

In theoperation of the system, under safe conditions, and during the. passage of a train between ramp-rails, the electric-switch 53-65 is closed, and the difierential relay is energized, to attract the armatures and maintain the solenoid-circuit through one of by the cab-circuit which passes through wire 51, wire 66, switch 53-65, wire 52, wire 57, armature 49, wire 56, coil of differential relay, and wire 55, so

that the train may proceed under the will of the engineer.

:Whenthe train reaches the ramp-rail in the next block, andthe trackcircnit including said ramp-rail is closed, the

electric-switch 53-65'is first opened,.and the being in dropped position differential relay is then energized by a cab circuit which passes through the other coil as follows: by wire 51, coil of relay, wire 52, switch-lever 53, trolley-device, ramprail 17 wire 15, armature 1310f track-relay, wire 14, track-rail 8, and frame of locomotive back of dynamo, and of course in this instance a small amount of current is shunted through the other coil of the differential relay by wire 57, armature 49, wire 56 and wire 55,-but the overbalance or greater amount of current passes through the first mentioned coil, thus attracting the armatures-of the relay and maintaining the solenoid-circuit through the armature 50, permitting the engineer to proceed with the train without interruption. But should the track-circuit which includes said ramp-rail be brokenthe armature of the track-relay would then be in dropped position and break' the aforementioned circuit through the dif ferential relay, thus deenergizing the latter causing the armatures 49 and 50 to drop and break the solenoid circuit through the armature 50, and if the speed of the train is exceeding eight miles an hour. the solenoid would become, denergized and open the.

valve 41 to apply the air-brakes, in the manner hereinbefore described; but in case the speed of the train is below eight miles an hour the solenoid would be maintained energized by the circuit through the governor-device, permitting the train to proceed at a safe speed. Under these conditions the speed of the train could not exceed eight miles an hour, as thearmatures 49 and 50 the solenoid can be energized only by the circuit controlled by the governor device, but the-diiferential relay may be restored at the ramp-rail of the next block provided the track-circdit including said ramp-rail is closed, as will be read ily understood.

It will be understood, therefore, that in the operation of. my improved electric traincontrol system for railroads the auxiliary air-brake mechanism does not affect the operation of the regular air-brake system by means of the engineers brake-valve as long as the solenoid is energized either by the dire'ct circuit through the governordevice or the direct circuit through the armature 50, the latter circuit being completed when the diflerential relay is energized by either the cab-circuit passing through the electric switch 53--65 or the combined cab and external partial circuit through the track-re lay; and therefore if a track circuit in a block is closed the train may proceed uninterrupted, but if the adjoining block is occupied, or the track-circuit of the first-mentioned block is otherwise broken, the train must either stop or proceed at a speed below eight miles an hour. The system being used in connection with the ordinary term, the engineer of a train approaching a block observing.- that the signals indicate there is a train in the block ahead but he may-proceed under caution, he may, before reaching the ramp-rail, reduce the speed of his engine or train below eight miles an hour and thus proceed into said block without stopping, but after passing the ramprail he cannot increase the speed of his train in that block above eight miles an hour, inasmuch as the difier'ential relay is dev'e'nergized by reason of the opening of the switch 53-435 by the ramp-rail thus connecting the cab-circuit with the partial track-circuit which is broken by the dropped armature of its track-relay, and said differential relay remains dee'nergized when the switch is closed, after the plow passes the ramp-rail, by the dropped position of the armatures 49 and 50. Furthermore, it will be understood from the foregoing that in order for a train to proceed uninterrupted it is necessary that, the system of electrical and mechanical appliances be in perfect order, for a short circuit in any cab-circuit or track-circuit, or the breaking of any of the parts of the electric-switches, plow, governor, 850., will cause the application of the air-brakes by the auxiliary air-brake mechanism; and to insure this operation in case the connectingrod for either ,of the switchievers 53 or 63 should break said levers are weighted, as shown, so as to fall beyond the contactpoints, and for the same purpose a plungervalve, .41, is used instead of a turning-valve, as said plunger-valve will blow open unless .held tight by the solenoid.

- Though I have shown' and described the block syscab pircuits as controlled by a differential such that the grounding ofany of the wires will deenergize the solenoid or difierential relay causing an application of the airbrakes, whereby in order for a train to proceed it is absolutely necessary for all the parts of the system to be in prrf'ect working order, or the valves 45 and 4:6 operated to out out this system. It will be understood,.

I circuit, a differential relay and armatures iii) carried by thetrain, a source of electric supply for the differential relay, an electricswitch, means for making connection with the ramp-rail and opening and closing said.

switch, a solenoid in a circuit including one of the armatures of the differential relay; conductors forming a circuit through one of the coils of the differential relay, the aforesaid means of electric connection, and partial track-circuit; and condiu ors forming a circuit through the other coil of the differential relay, electrioswitch, and an other of the .illl'ltltlll'OS of said differential relay; together with auxiliary air-brake mechanism operated by the solenoid.

2. An electric train-control system for railroads divided into blocks each having a ramp-rail or conductor alongside the track, said system comprising a track-circuit in cluding a relay and the track-rails, a supplemental partial track-circuit including the ran'ip-rail and armature of the relay; a differential relay and armature carried by the train, a source of electric supply for the differential relay, an electric-switch, means for making connection with the ramp-rail and opening and closing said switch; a solenoid in a circuit including one of the armatures of the differential relay; conductors forming a circuit through one of the coils of the differential relay, the aforesaid means of electric. connection, and partial trackcircuit; and conductors forming a circuitthrough the other coil of the differential relay, electric-switch, and another of the armatures of said differential relay; together with auxiliary air-brake mechanism operated by the solenoid.

3. An electric train-control system for railroads divided into blocks each having a ramp-rail or conductor alongside the track,

said system comprising a track-circuit including a relay, track-rails, and supports for the ramp-rail; a supplemental partial trackcircuit including the ramp-rail and armature of the track-relay; a diflerential relay and armatures a source of electric supply for the differential relay; an electric-switch; a plow for making connection with the ramp-rail and opening and closing said switch; a solenoid in a circuit including one of the armatures of the differential relay; conductors forming a circuit through one of the coils of the differential relay, plow, and partial track-circuit; and conductors forming a circuit through the other coil of the differential relay, electric-switch, and another of the armatures of said differential relay; together with auxiliary air-brake mechanism operated by the solenoid.

An electric train-control system for railroads having a ramp-rail or conductor alongside the track, said system comprising a partial track-circuit including the ramprail and a relay controlling said partial track circuit, a differential relay and armatures carried by the train; a source of electric supply for the differential relay; an

electric-switch; a plow for making connection with the ramp-rail and opening and closing saidelectric-switch; a solenoid in a circuit including one of the armatures of the differential relay; conductors forming a circuit through one of the coils of the differential relay, plow, and partial track-circuit; and conductors forming a circuit through the other coil of the differential relay, electric-switch, and another of the armatures of said differential relay; together with a governor, an electric-switch operated thereby, a supplen'iental circuit for the solenoid passing through the last mentioned electric-switch, and auxiliary airbrake mechanism operated by the solenoid.

An electric train-control system for railroads having a ramp-rail or conductor alongside the track, said system comprising a. partial track-circuit including the ramprail and a relay controlling said partial track circuit; a differential relay and armatures carried by the train; a source of electric supply for the differential relay; an electric-switch; a. plow for making connection with the ramp-rail and opening and closing said electricswitch; a solenoid in a circuit including one of the armatures of the differential relay; conductors forming a circuit through one of the coils of the diffierential relay, plow, and partial track-circuit; and conductors forming a circuit through the other coil of the differential relay, electric-switch, and another of the armatures of said differential relay; together with a piston-valve between the feed pipe from the engineers brake-valve and the train-line pipe, a control-valve admitting air-pressure from the main reservoir to the aforesaid piston-valve, a pipe admitting air-pressure to the control-valve, and a plunger valve connected to said pipe and held normally closed by the solenoid.

(S. An electric t ain-control system for railroads having a ramp-rail or conductor a partial track-circuit said system comprising including the ramprail and a relay controlling said partial track circuit; a difierential relay and armatures carried by the train; a source of electric supply for the differential relay; an electric-switch; a plow for making connection with the ramp-rail and opening and closing said electric-switch; a solenoid in a circuit including one of the armatures of the differential relay; conductors forming a circuit through one of the coils of the differential relay, plow, and partial track-circuit; and conductors forming a circuit through the other coil of the differential relay, electric-switch, and another of the arniatures of said differential relay, together alongside the track,

with a piston-valve between the feed-pipe from the engineers brake-valve and the train-line pipe, a control-valve through ,which airpressure passes to the pistonvalve, a pipeadnntting air-pressure to the plunger-valve connected tosaid pipe and held normally closed by the solenoid; a governor an .electricswitch operated thereby, and a supplemental circuit for the solenoid passing through said switch.

7. An electric control-valve, and a train control system for railroads having a ramp-rail or conductor alongside the track, a partial track-circuit including the ramprail and, a relay controlling said partial track circuit; a ditferentiahrelay and armatures carried by the train; a source of electric supply for the difierential relay; an electric-switch; an electric plow for mak ng connection with the ramp-rail and opening and closing said electric-switch, the shoe of said plow being hollow to form a cavity; a solenoid in a circuit including one of the ar- Ihatures of the relay; conductors forming a circuit through one of the coils of thedifferential relay, electric-plow, and partial track-circuit; and conductors forming a circuit through the other. coil of the differential relay, electric-switch, and another of the armatures of said difierentialrelay; together with a piston-valve between the feedpipe from the engineers brake valve and train-line pipe, at control-valve through which air-pressure passes to the pistonvalve means operating the control-valve from the solenoid and a pipe connected to the air-pressure supply to the piston-valve and to the cavity in the shoe of the electriclow. I

In testimony whereof I have signed name to this specification in the presence of two subscribing witnesses.

HARRY J.. WARTHEN.

In the presence of-' W. S. DUVALL, HORACE S. BEALL.

said system comprising 

